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Journal articles on the topic 'Failure of continuous welded rail'

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Published: 4 June 2021

Last updated: 1 February 2022

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Illarionova, Lilia A., and Alexey A. Loktev. "The influence of wave processes on the reinforcement of the base plate of a ballast-free railway track." Vestnik MGSU, no. 12 (December 2020): 1632–43. http://dx.doi.org/10.22227/1997-0935.2020.12.1632-1643.

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Introduction. Since nowadays ballast-free track structures are most often used in combination with continuous welded track solutions for organizing a rail string, it should be emphasized that stresses arising in the rail string affect the stress-strain state of the entire construction of the track superstructure; therefore, it is necessary to monitor the current state of the continuous welded track. Nevertheless, kinks are formed and assembled rails and sleepers lose stability during the operational period of a continuous welded track, and methods are needed to determine the pre-failure conditions related to the temperature range of operation of a continuous track. Materials and methods. In this study, we propose a model of a flat structure made of a material having anisotropic properties, which makes it possible to take account of initiation and propagation of wave processes under the action of an external dynamic load. Results. The considered methods of simulating the propagation of elastic waves in a plate will make it possible to identify the points where direct and reflected waves of various orders converge; these waves can both increase and reduce the overall intensity of wave processes, leading to an increase or reduction in stresses and deformations in the characteristic points of a structure. Conclusions. The proposed solutions are most relevant for the structural elements of transport infrastructure facilities, since they are the ones that are exposed to alternating dynamic loads having varying intensity and time distribution of characteristic values.

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Ghazanfari, Mohsen, and Parisa Hosseini Tehrani. "Experimental and numerical investigation of the characteristics of flash-butt joints used in continuously welded rails." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 234, no. 1 (2019): 65–79. http://dx.doi.org/10.1177/0954409719830189.

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Continuously welded rails are widely used in the Iran railway network, which are generally built using the flash-butt welding process. To accurately model the flash-butt welding process, thermal analysis, and prediction of the welding residual stresses, the influence of upsetting force on the total electrical resistance and a material model with consideration of the influence of temperature on the material properties are included in the numerical modeling. In this paper, numerical and experimental studies, including the finite element method, thermography, metallography, and hardness testing are performed to determine the characteristics of the welded UIC60 rail. By studying the fractured flash-butt welded UIC60 rails, it is shown that the location of the crack initiation and the rail failure in the web and heat affected zone of the welded rails was similar as compared to the maximum tensile residual stress calculated by numerical simulation. According to the numerical and experimental results, it is shown that four key parameters – such as the maximum temperature during the welding process, the total welding time, the upsetting time, and the upsetting force – control the size, microstructure, and the hardness profile of the heat affected zone which directly affects the characteristics and quality of welding.

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Nezhivlyak, Dmitry, Andrey Nezhivlyak, and Maria Grechneva. "Electric Arc Surfacing of Defective Plots of Rails in the Area of Electrocontact Welded Joint." MATEC Web of Conferences 297 (2019): 01004. http://dx.doi.org/10.1051/matecconf/201929701004.

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One of the main causes for the failure of the rails of a continuous joint made by electric contact welding is defects in collapse and wear in the joint zone. We address the usage of electric arc surfacing to repair defective rails. The structure and hardness are studied of the defective areas of rails recovered by electric arc surfacing performed in one and two layers. Static tests and fatigue tests of pilot samples of rails with eliminated defects were carried out. The pilot samples with defects eliminated by electric arc surfacing meet the criteria of static strength to the same degree as the rail samples without surfacing. The surfacing technology that we examined should be adjusted by applying preheating to reduce the cooling rate of metal in the weld zone. Fatigue tests showed a positive effect from surfacing at the wear sites in the welded joint. Performance tests confirm that electric arc surfacing is promising to eliminate defects in the collapse and wear of the rails in the area of the electric contact welded joint.

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Lu, Yaohui, Linyuan Dang, Xing Zhang, et al. "Analysis of the dynamic response and fatigue reliability of a full-scale carbody of a high-speed train." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 7 (2018): 2006–23. http://dx.doi.org/10.1177/0954409718757295.

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For a vehicle operating under different line conditions, coupled with track irregularity and many other factors, the carbody is subjected to extremely complex random loads, and the load mainly exists in the form of an alternating load; therefore, the primary type of failure is fatigue failure. With the continuous improvement in train speed, lightweight designs of carbody structures and the application of high-strength aluminium alloy, the safety and reliability of a carbody require more attention. An investigation of the dynamic fatigue reliability of a full-scale carbody of a high-speed train under random load conditions is carried out. A dynamics model of the vehicle system has been established for acquiring the time history of forces acting on the carbody by each air spring (hereinafter referred to as ‘the load–time history’). A surrogate model (a simple model instead of a complex carbody model) of the carbody is established based on the Box–Behnken matrix design and the polynomial fitting method; then, the load–time history is transformed to the stress–time history of the points of concern, and the results are compared with the results of the transient analysis, which verify the accuracy and effectiveness of the surrogate model. Then, a stress block spectrum is obtained by rain flow counting, and the stress probability distribution is determined. Combined with the probability distribution of fatigue strength, a dynamic stress–strength interference model (the area of interference between strength and stress in the model changes over time) is established. The failure rate and dynamic reliability of the points of concern for two cases are analysed: without considering the strength degradation and considering the strength degradation. The results show that without considering the strength degradation during service, with increased service mileage, the fatigue strength reliability of the points of concern decreases continuously, and the corresponding failure rate of the points of concern decreases with time and reaches a steady value, which has the characteristics of the first two stages of the bathtub curve. By considering the strength degradation during service, the reliability of the points of concern decreases gradually, and the corresponding failure rate of the points of concern decreases and then increases, with all the features of the bathtub curve. In addition, compared with the base metal region, the fatigue resistance of the welded structure decreases due to welding. Under the same service conditions, the reliability of the welded region is relatively low, and fatigue failure is more likely to occur.

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SHITARA, Hideki. "Rail Welding Technology for Continuous Welded Rail." Journal of the Society of Mechanical Engineers 110, no. 1066 (2007): 698–99. http://dx.doi.org/10.1299/jsmemag.110.1066_698.

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Motomura, Yuki, Yuki Nishinomiya, and Hiroo Kataoka. "Longitudinal rail restraint of inexpensive continuous welded rail." Proceedings of the Transportation and Logistics Conference 2018.27 (2018): 1502. http://dx.doi.org/10.1299/jsmetld.2018.27.1502.

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Oishibashi, Hirotsugu. "Welding Methods for Continuous Welded Rail." Journal of the Japan Welding Society 64, no. 3 (1995): 143–44. http://dx.doi.org/10.2207/qjjws1943.64.143.

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Lim, Nam-Hyoung, Nam-Hoi Park, and Young-Jong Kang. "Stability of continuous welded rail track." Computers & Structures 81, no. 22-23 (2003): 2219–36. http://dx.doi.org/10.1016/s0045-7949(03)00287-6.

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Ueyama, Katsuyoshi. "Rail welding. The producing methods of continuous welded rail." Journal of the Japan Welding Society 54, no. 8 (1985): 463–68. http://dx.doi.org/10.2207/qjjws1943.54.463.

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Gertsyk, Svetlana, and Natalya Volgina. "Causes of destruction of continuous welded rail tracks." MATEC Web of Conferences 329 (2020): 03046. http://dx.doi.org/10.1051/matecconf/202032903046.

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The main causes of destruction of continuous welded rail tracks, the main types of their destruction and the causes of their occurrence are considered. The technologies for the manufacture of rails are analyzed, including heat treatment along the entire length of the rail, treatment of the ends of the rail, surface hardening and anti-flake treatment. To increase the durability of rail tracks, a number of measures have been proposed.

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Ma, Chuan Ping, Yuan Nie, Li Jun Wang, Yong Hui Zhu, Yan Liu, and Hui Chen. "Failure Analysis of U71Mn Rail Welded Joints." Advanced Materials Research 337 (September 2011): 665–69. http://dx.doi.org/10.4028/www.scientific.net/amr.337.665.

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The fracture of U71Mn rail welded butt joints on flash welding was analyzed by using visual observation, metallographic microscope, SEM and EDS from macro to micro.The results show that, the transverse fracture is rail oval flaw and the fracture mechanism of the rail is fatigue-crack propagation. The fatigue cracking is caused by silicate-non-metallic inclusions which are residues in the welded joints after flash welding.

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Luo, Yan Yun, Hu Zhang, and Yan Liu. "A Dynamic Characteristic Analysis of Continuous Welded Rail Track under Different Longitudinal Stress." Applied Mechanics and Materials 105-107 (September 2011): 1134–37. http://dx.doi.org/10.4028/www.scientific.net/amm.105-107.1134.

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The paper presents a dynamic computational model and field test for analyzing the relationship between the rail natural frequencies and the longitudinal temperature stress by means of the finite element method. The essay use the infinite Timoshenko beam as the plane model to simulate continuous welded rail track structure and the rail model by means of the finite element method in order to its unit as a division of space elastomer. The test uses vertical incentive and horizontal incentive to encourage continuous welded rail track structure to get the rail natural frequencies. The measured data and the result of finite element analysis are compared, finds the results are consistent. The paper not only investigates the relationship between the rail’s dynamic characteristics and the longitudinal stress, but also provides a feasible method for test longitudinal stress of continuous welded rail track.

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Godefroid, L. B., G. L. Faria, L. C. Cândido, and T. G. Viana. "Fatigue Failure of a Flash Butt Welded Rail." Procedia Materials Science 3 (2014): 1896–901. http://dx.doi.org/10.1016/j.mspro.2014.06.306.

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Yan, Le, Yu Wang, Ping Wang, and Liu Hao. "Calculation and Analysis of Continuous Welded Rail on Continuous Rigid Frame Bridge." Applied Mechanics and Materials 405-408 (September 2013): 1593–97. http://dx.doi.org/10.4028/www.scientific.net/amm.405-408.1593.

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At present, China's large span continuous rigid frame bridge (CRFB) has made rapid development, and has been applied in the railway bridges. This paper based on finite element analysis software ANSYS, using the simplified algorithm, establish a line - bridge - pier integration model for calculation of continuous welded rail (CWR) on bridge, the continuous rigid bridge and continuous rigid frame bridge (CGB) in two different conditions were compared and analyzed. The calculation results show that: the rail expansion force, bending force, braking force, rail broken gap of CRFB are smaller than that of the CGB of same beam span, in CWR, CRFB has obvious advantages, it should be popularized.; equivalent temperature span of CRFB are smaller than that of the CGB of same beam span, so the CRFB is less affected by the temperature; because of the pier and girder consolidation of CRFB, favorable to CWR, but due to the bending effect of bridge piers can lead to beam produces larger vertical deformation, thus affecting the track smoothness, which must be noticed in design.

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Villalba, Ignacio, Ricardo Insa, Pablo Salvador, and Pablo Martinez. "Methodology for evaluating thermal track buckling in dual gauge tracks with continuous welded rail." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 231, no. 3 (2016): 269–79. http://dx.doi.org/10.1177/0954409715626957.

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In the National Spanish railway network, two types of track gauge with continuous welded rails are currently in use: the “Iberian” wide gauge (1668 mm) and the standard gauge (1435 mm). In order to improve links and freight traffic between different lines and with the rest of Europe, a dual gauge track with three rails was developed. This solution modifies the classical track configuration, so it is necessary to develop new methodologies and studies to understand its behavior. Among other loads applied on a continuous welded rail track, a considerable rise in temperature induces compressive stresses in the three rails that can lead to lateral track buckling. Moreover, on dual gauge tracks, the addition of the third rail increases the axial compression, which may lead to track instability. For this reason, a three-dimensional continuous welded rail model is developed in this study to be used for dual gauge track buckling analysis on straight tracks subjected to temperature load. The continuous welded rail dual gauge track model consists of beam, solid and spring elements, in which a non-linear behaviour of the ballast is considered. The results obtained may be used to predict the buckling capacity of the continuous welded rail on dual gauge tracks with respect to different parameters such as lateral resistance, lateral imperfections, sleeper spacing or torsional stiffness.

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Lou, Ping, Te Li, Xinde Huang, Ganggui Huang, and Bin Yan. "Appropriate Matching Locations of Rail Expansion Regulator and Fixed Bearing of Continuous Beam Considering the Temperature Change of Bridge." Applied Sciences 10, no. 17 (2020): 6046. http://dx.doi.org/10.3390/app10176046.

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Due to the temperature change of bridges, there is a great additional force in continuously welded rails on continuous bridges. Laying rail expansion regulators is an effective measure to reduce the additional force. The nonlinear finite element model is presented for a continuously welded rail track with a rail expansion regulator resting on the embankment and simple and continuous beams, considering the temperature change of the bridge. Then, a method is proposed to determine the locations of the rail expansion regulator and the fixed bearing of the continuous beam, corresponding to the maximum additional forces of rail reaching minimum values. Their appropriate matching locations are recommended based on the obtained influence laws of any locations of the rail expansion regulator and the fixed bearing of the continuous beam on the maximum additional forces of rail. The results can provide the theoretical basis for the design of the rail expansion regulator and the fixed bearing of long-span continuous bridges.

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Sung, Deok-Yong, and Sung-Cheon Han. "Fatigue life evaluation of continuous welded rails on concrete slab track in Korea high-speed railway." Advances in Structural Engineering 21, no. 13 (2018): 1990–2004. http://dx.doi.org/10.1177/1369433218762501.

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There is a rapidly increasing demand for continuous welded rails. Continuous welded rails provide a more suitable installation on concrete slab tracks and more rapid and smooth movement and reduce overall maintenance cost. During the relatively short period in which concrete slab tracks have been used in Korea, there has been no documented case of rail fracture caused by repeated loading. This makes the evaluation of rail fatigue life using field data more difficult. In this study, the rail bending stress developed during high-speed train operation is obtained through analysis of vehicle–track interaction, and the correlation is analyzed by performing multiple regression analysis on train speed and rail surface irregularities. Equations for predicting the rail bending stress with regard to train speed and rail surface irregularity were derived. The effects of vehicle speed, track support stiffness, and fracture probability on the fatigue life of continuous welded rails on a concrete slab track in Korea high-speed railway were analyzed.

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Zhu, Yong Hui, Hui Chen, Zhong Yin Zhu, et al. "Research on the Failure Mechanism of Flash Welded Rail." Advanced Materials Research 314-316 (August 2011): 1100–1106. http://dx.doi.org/10.4028/www.scientific.net/amr.314-316.1100.

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For the high speed train, safety is the most important factor. Flash welding is the primary technology for the seamless line rail in Chinese railway. So the quality of the flash welded joints is the most important. This paper presents the situation of joint fracture in rail flash welding joints and analyses the failure mechanism through macroscopic and microscopic observation. The result demonstrate that the cracking of the rail is fatigue-crack propagation，the fatigue cracking is caused by alumina calcium-Aluminates-non-metallic inclusion．

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DESHIMARU, Tadashi, Hiroo KATAOKA, and Noritsugi ABE. "Estimation of Service Life of Aged Continuous Welded Rail." Quarterly Report of RTRI 47, no. 4 (2006): 211–15. http://dx.doi.org/10.2219/rtriqr.47.211.

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Choi, Wookjin, Min Ji Song, Nam-Hyoung Lim, and Soo Yeol Lee. "Microstructure and Mechanical Properties of Continuous Welded 50N Rail." Korean Journal of Metals and Materials 57, no. 12 (2019): 755–63. http://dx.doi.org/10.3365/kjmm.2019.57.12.755.

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Vnenk, Petr, and Bohumil Culek. "MEASUREMENT METHODS OF INTERNAL STRESS IN CONTINUOUS WELDED RAIL." Acta Polytechnica CTU Proceedings 11 (August 28, 2017): 91. http://dx.doi.org/10.14311/app.2017.11.0091.

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This paper deals with the problem of internal rail stress estimation. It is based on a detailed research of contemporary situation in the field, presents basic outlines of the problem and sums up the major research areas and their possible applications in the current state of railway infrastructure management. The directions are divided into four categories in the paper: Displacement Methods, Rail Shifting Methods, Methods Based on Acoustoelastic Effect and Methods Based on Magnetoelastic Effect. Particular methods, both scientific and industrial, are presented in their section respectively. Every method that is presented within the scope of this paper is briefly described and its advantages and disadvantages are mentioned. In the end, potential of application of some of the presented methods in the practical use is discussed.

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Kish, Andrew, and Gopal Samavedam. "Improved Destressing of Continuous Welded Rail for Better Management of Rail Neutral Temperature." Transportation Research Record: Journal of the Transportation Research Board 1916, no. 1 (2005): 56–65. http://dx.doi.org/10.1177/0361198105191600109.

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Maintaining high, stable rail neutral temperatures helps prevent the buckling of continuous welded rail (CWR) track. Rail neutral temperatures are typically set high during installation (90°F to 110°F), but the large variations that develop during revenue service often lead to buckling-prone conditions. Readjusting or correcting for these variations requires CWR to be destressed with the use of procedures that do not always restore the desired target neutral temperature. As part of the Federal Railroad Administration's Track Systems Research program, the U.S. Department of Transportation's Volpe Center is investigating rail force and neutral temperature influences on track buckling. An analytic model for field applications has been developed to improve destressing and readjustment of CWR in both winter and summer conditions. The model has been validated in several field tests on instrumented CWR test segments under both high tensile and compressive force conditions. Both wood and concrete tie tracks were tested, and the rail longitudinal movement, rail gap, rail force distributions after rail cutting and welding, and readjusted neutral temperature were measured and correlated with the model predictions. The model and test results were used to develop a field tool for more effective destressing and readjustment of CWR. The tool provides the required removal lengths of anchors/fasteners, the rail gap size requirements when mechanical loads (rail-pullers) are used to adjust to the desired neutral temperature, and the required amounts of steel removal in summer when cutting rail out for stress relief.

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Abramov, A. D., A. S. Ilinykh, M. S. Galay, and Je S. Sidorov. "Investigation of Thermal Conditions of the Aluminothermic Welding and their Influence on the Structure and Properties of Metal Rails." Materials Science Forum 906 (September 2017): 50–55. http://dx.doi.org/10.4028/www.scientific.net/msf.906.50.

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Rail welded joints are integral part of continuous welded rail. However, they often do not have sufficient reliability during the operation. The article is devoted to the assessment of temperature influence effect on the mechanical properties and structure of weld metal and welded rails. The temperature distribution across the rail section in welded zone during the cooling process of aluminothermic rail welding is obtained using simulation by LVMFlow. The results of the study of hardness and structure of metal rail aluminotermitic welded joints are given. It is shown that the hardness of rail welded joints increases from 24 HRC to 38 HRC in the fusion zone of the weld metal and rail metal. It is due to the harmful effects of overheating of the metal during the welding process. The hardness is confirmed by microstructural analysis. Microstructural analysis showed the differences in the grains sizes of metal welded zone and heat affected zone. The structure of welded metal is acicular dendritic. Owing to a difference between structures of the welded joint zones the probability of occurrence of cracks on the boundary of fusion weld and metal is increased.

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Choi, Jung-Youl, Sang-Won Yun, Jee-Seung Chung, and Sun-Hee Kim. "Comparative Study of Wheel–Rail Contact Impact Force for Jointed Rail and Continuous Welded Rail on Light-Rail Transit." Applied Sciences 10, no. 7 (2020): 2299. http://dx.doi.org/10.3390/app10072299.

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In this study, the measured track impact factor induced by the wheel–rail contact impact force of each test section (two continuous welded rails on slab tracks and rail joint on a ballasted track) was compared with the design track impact factor under service conditions of a curved light-rail transit system. The measured track impact factor (TIF) was estimated from the measured dynamic wheel load and vertical rail displacement at each test section. In the case of the rail joint section, the rail joint was found to directly affect the track impact factor. Moreover, the dynamic wheel load fluctuation and vertical rail displacement were found to be significantly greater than those of the continuous welded rails (CWRs) on slab tracks. In addition, vertical rail displacements were measured by field measurement and finite element analysis (FEA) was conducted to simulate dynamic wheel load on the jointed rail. Using the field measurements, the rate of dynamic wheel load fluctuation and the TIF were calculated for the CWR and rail joint sections. Subsequently, the calculated TIF values were analytically validated through a comparison with the measured vertical rail displacement, the results of FEA, and the designed TIF for rail joints and CWRs. Finally, the TIF measured by field measurement was compared with the result predicted by FEA. The difference between the results of field measurements and FEA for vertical rail displacement was within approximately 4%.

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Kozyrev, N. A., A. A. Usoltsev, R. E. Kryukov, R. A. Shevchenko, R. A. Gizatulin, and A. V. Valueva. "Modern Methods of Rail Welding." Key Engineering Materials 736 (June 2017): 116–21. http://dx.doi.org/10.4028/www.scientific.net/kem.736.116.

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Existing methods of rail welding, which are enable to get continuous welded rail track, are observed in this article. Analysis of existing welding methods allows considering an issue of continuous rail track in detail. Metallurgical and welding technologies of rail welding and also process technologies reducing aftereffects of temperature exposure are important factors determining the quality and reliability of the continuous rail track. Analysis of the existing methods of rail welding enable to find the research line for solving this problem.

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Cai, Dun Jin, Ping Wang, Dong Feng Zhao, and Hua Peng Luo. "Laws of Bending Force on Railway Bridge." Applied Mechanics and Materials 501-504 (January 2014): 1434–38. http://dx.doi.org/10.4028/www.scientific.net/amm.501-504.1434.

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Based on the theories of the method of the finite element and the interaction between beam and rail, the common railway bridge: the continuous girder bridge and the simply supported girder bridge as an example, set up the integration of the calculation model of the line-bridge-pier on the continuous welded railway bridge, through the calculation software of Bridge Continuously Welded Rail (BCWR2010), the regular pattern of the effect of the bending force and the regular pattern of the longitudinal displacement distribution of the rail and bridge are analyzed.

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Consilvio, A., M. Iorani, V. Iovane, M. Sciutto, and G. Sciutto. "Real-time monitoring of the longitudinal strain of Continuous Welded Rail for safety improvement." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 234, no. 10 (2019): 1238–52. http://dx.doi.org/10.1177/0954409719890166.

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Continuous welded rail maintenance plays a significant role in ensuring high levels of rail traffic and safety. Temperature variations, excessive alignment defects, decreased fastening system resistance and train braking (always in the same stretches and in the same direction) may result in rail buckling or rail breaks. The current traditional monitoring systems and procedures for continuous welded rail consist of programmed discontinuous diagnostic surveys that require personnel intervention on site. Moreover, these traditional systems often imply destructive and invasive operations on the track that may lead to interruption of railway operations. This paper proposes a Rail Strain Monitoring System (RSMS) that performs a real-time rail strain monitoring and allows rail inspection without personnel on site. Using strain gauges and temperature sensors, placed on the rail in specific measurement points, the proposed Rail Strain Monitoring System performs a multi-parameter check by measuring, at the same time, the temperature, the rail strain and the neutral temperature of the rail. The paper describes the mode of operation of the Rail Strain Monitoring System, the calibration procedure and the results from the field, and highlights the advantages of this system in comparison to other traditional monitoring systems. The safety improvement that can be achieved with the application of the Rail Strain Monitoring System is analysed. In particular, the reliability of the system is evaluated and compared to the human error probability in the traditional manual inspections. Finally, the reduction of derailment risk and related economic damages is estimated.

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Jeon, Sang-Soo. "Roadbed behavior subjected to tilting-train loading at rail joint and continuous welded rail." Journal of Central South University 21, no. 7 (2014): 2962–69. http://dx.doi.org/10.1007/s11771-014-2263-2.

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Sung, Wen-pei, Shih Ming-hsiang, Lin Cheng-I, and Go Cheer Germ. "The critical loading for lateral buckling of continuous welded rail." Journal of Zhejiang University-SCIENCE A 6, no. 8 (2005): 878–85. http://dx.doi.org/10.1631/jzus.2005.a0878.

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Kosenko, Sergey, Sergey Akimov, and Pavel Surovin. "Technology of rail replacement at end stresses." MATEC Web of Conferences 216 (2018): 01002. http://dx.doi.org/10.1051/matecconf/201821601002.

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The paper focuses on topical issues relating to the maintenance of buffer spans and temporarily repaired sections of continuous welded rail (CWR) tracks. The paper is aimed at developing and studying the feasibility of a technology for replacing temperature-stressed continuous welded rails. For the purposes of this research, the analytical modeling method is used. A design model for moving the end of the stressed rail to the side is presented. Equations of deflections and bending moments arising when the rail is bent to the rated value were derived. Stresses on the rail bending length were determined and compared with the maximum allowable ones. A resource-saving technology has been developed for replacing temperature-stressed buffer rails of a CWR track using intermediate rail fastening Vossloh W-30.

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Yun, Kyung-Min, Beom-Ho Park, Hyun-Ung Bae, and Nam-Hyoung Lim. "Suggestion for allowable additional compressive stress based on track conditions." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 5 (2017): 1309–25. http://dx.doi.org/10.1177/0954409717720838.

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A continuous welded rail has immovable zones due to its structural characteristics. In an immovable zone, thermal expansion and contraction of rails are restricted when the temperature changes, thereby causing excessive axial force on the rail. When the immovable zone of the continuous welded rail is located on a bridge, additional stress and displacement occur through track–bridge interactions. Additional stress and displacement of the rail compared to the embankment area are restricted when constructing the bridge under the continuous welded rail track to prevent problems with the track–bridge interaction according to UIC 774-3R and Euro codes. According to the various codes, the maximum allowable additional compressive stress is 72 MPa, with the conditions of a curve with a radius (R) ≥ 1500 m, UIC 60 continuous welded rail (tensile strength of at least 900 MPa), ballasted track with concrete sleepers and 30 cm of deep for a well-consolidated ballast. However, the lateral resistance that has the greatest effect on track stability can depend on the conditions mentioned above. Therefore, an additional review of various track conditions is required. In this paper, an evaluation of the current criteria was performed using the minimum buckling strength calculation formula, and the allowable additional stress on the rail suggested by codes could only be used on tracks with a large lateral resistance above 18 kN/m/track. Thus, a three-dimensional nonlinear analysis model was developed and analyzed to calculate the allowable additional compressive stress considering various track conditions. According to the results of the analysis, the allowable additional compressive stress was reduced with a comparatively small lateral resistance. The freedom of design can be enhanced with respect to the parameters of various track and bridge conditions using this model.

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Lou, Ping, Yi-Wei Cheng, Te Li, and Xiang-Min Zhang. "Appropriate locations of fixed bearings of continuous beams considering rail-bridge thermal interaction." Science Progress 103, no. 4 (2020): 003685042098245. http://dx.doi.org/10.1177/0036850420982458.

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Due to the rail-bridge thermal interaction, the high additional axial force in continuously welded rails on continuous bridges may lead to rail buckling or breaking. However, there is little research on the influence of the location of the fixed bearing of continuous beam on the additional force of rail. In order to study the influence of bridge bearing arrangement on the additional longitudinal force of CWR, the thermal interaction model is established for rail, and simple and continuous beams considering nonlinear stiffness and the methods are proposed to determine the locations of fixed bearings of continuous beams corresponding to the maximum additional forces in rail reaching minimum values. Multiple continuous beams with several different lengths and simple beams with three types of bearing arrangements are taken into account to find the effect laws of the locations of the fixed bearings of continuous beams on the maximum additional forces in rail. The results show that as long as the same number of continuous beams, the ratios of the distances of adjacent two fixed bearings to the distance between the two fixed bearings of the simple beams neighbour to the first and last continuous beams respectively are approximately equal to each other. Furthermore the appropriate locations of the fixed bearings of continuous beams are recommended. The results can guide designing the location of the fixed bearing of continuous railway bridge while reducing the additional axial force in continuously welded rails due to bridge thermal effect.

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Hu, Zhi Peng, Wang Ping, Kai Ze Xie, and Ting Lin Liu. "Study of Pier Top Longitudinal Horizontal Rigidity on Rigid Frame Bridge Continuous Welded Rail." Applied Mechanics and Materials 405-408 (September 2013): 1795–800. http://dx.doi.org/10.4028/www.scientific.net/amm.405-408.1795.

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The pier longitudinal horizontal stiffness is the key technical parameter of rigid frame bridge and the continuous welded rail. Both the distribution of longitudinal force and the relative displacement between the beam and rail are rely on the longitudinal horizontal stiffness of the pier. This passage takes the symmetrical arrangement of different span rigid frame bridge in ballast track as an example to study the value of pier top longitudinal horizontal rigidity, using the finite element method. The analysis show that when the amplitude of rail temperature variation is less than 50 °C and the nominal temperature span within a certain range, the minimum value of pier longitudinal horizontal rigidity depends largely on the braking conditions. However, as the further increasing of the span, the pier longitudinal horizontal rigidity is restricted by the expansion conditions. Therefore, the small resistance fastening system should be taken into consideration. Especially, if the temperature of rail reaches above 50°C, laying rail expansion adjuster is needed in order to satisfy the requirement of the continuous welded rail temperature on bridge.

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Kukulski, Jacek, Piotr Gołębiowski, Jacek Makowski, Ilona Jacyna-Gołda, and Jolanta Żak. "Effective Method for Diagnosing Continuous Welded Track Condition Based on Experimental Research." Energies 14, no. 10 (2021): 2889. http://dx.doi.org/10.3390/en14102889.

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The correct operation of the continuous welded track requires diagnosing its condition and preparation of track metrics requiring measurements of displacements of rail under operation. This is required as there are additional thermal stresses in the rails with values depending on the temperature changes of the rails. Therefore, the climatic conditions are important. This paper presents the original effective analytical method for diagnosing the condition of continuous welded track based on experimental research. The method allows for an appropriate repair or maintenance recommendation. In the experimental research, the authors considered track diagnostic conditions for two conditions: track under load and track without load. This paper presents empirical formulas for calculating rail temperature and longitudinal force based on ambient temperature, developed from long-term measurements. The formulas were developed for a track located on a straight section—both for a rail loaded and unloaded with a passing train under the following conditions: 60E1 rail, not on an engineering structure, conventional surface, wooden sleepers and very high train traffic load. The obtained results in the value of the correlation coefficient R2 ≥ 0.995 attest to very high accuracy of the calculations performed with the method proposed by the authors.

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Zhu, Kaijun, Yu Qian, J. Riley Edwards, and Bassem O. Andrawes. "Finite Element Analysis of Rail-End Bolt Hole and Fillet Stress on Bolted Rail Joints." Transportation Research Record: Journal of the Transportation Research Board 2607, no. 1 (2017): 33–42. http://dx.doi.org/10.3141/2607-06.

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A rail joint typically is one of the weakest elements of a track superstructure, primarily because of discontinuities in its geometric and mechanical properties and the high-impact loads induced by these discontinuities. The development of continuously welded rail has significantly reduced the number of rail joints, but many bolted joints remain installed in rail transit systems. Because of the unique loading environment of a rail transit system (especially high-frequency, high-repetition loads), defects related to bolted rail joints (e.g., joint bar failures, bolt hole cracks, and cracks in the upper fillet) continue to cause service failures and can pose derailment risks. Recent research in the Rail Transportation and Engineering Center at the University of Illinois at Urbana–Champaign has focused on investigating crack initiation in the bolt hole and fillet areas of bolted rail joints. Stress distribution was investigated at the rail-end bolt hole and upper fillet areas of standard, longer, and thicker joint bars under static loading conditions. Numerical simulations were organized into a comprehensive parametric analysis performed with finite element modeling. Preliminary results indicated that the longer joint bar performed similarly to the standard joint bar but the thicker joint bar reduced rail vertical displacement and rail upper fillet stresses compared with the standard joint bar. However, the thicker joint bar also may generate higher stresses at the rail-end bolt hole. Additionally, joint bar performance was dependent on the rail profile and bolt hole location.

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Galay, Marina, та Eduard Sidorov. "Increasing the operational stability of running surfaces of aluminothermiс welded rail joints by hot grinding". MATEC Web of Conferences 216 (2018): 01004. http://dx.doi.org/10.1051/matecconf/201821601004.

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Welded joints have traditionally been a weak point in a design of continuous welded rail (CWR) tracks. Grinding can be used as a resource-saving technology. The purpose of this paper is to study the grinding technology for welded rail joints at different temperatures. The temperature in the weld grinding zone varied from 560 to 850 °С. Using methods of microstructural analysis and hardness measurement, it has been established that different temperature conditions for weld grinding lead to the creation of non-identical mechanical properties of metal and a surface structure of the rail head in the weld zone. As a result of the research, an optimum temperature range, 600 ... 560 °C, was determined. This range is recommended for grinding aluminothermic welded joints.

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Jianhong Mao, Jun Xiang, and Kai Gong. "Research on the Stability of Minor Radius Continuous Welded Rail with New Guard Rail Structure." International Journal of Digital Content Technology and its Applications 6, no. 8 (2012): 239–47. http://dx.doi.org/10.4156/jdcta.vol6.issue8.28.

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Wang, Ping, Weihua Zhao, Rong Chen, and Jieling Xiao. "Bridge-Rail Interaction for Continuous Welded Rail on Cable-Stayed Bridge Due to Temperature Change." Advances in Structural Engineering 16, no. 8 (2013): 1347–54. http://dx.doi.org/10.1260/1369-4332.16.8.1347.

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Shu, Di, and Xin Qi. "Research on artificial neural networks in continuous welded rail stress test." JOURNAL OF ELECTRONIC MEASUREMENT AND INSTRUMENT 27, no. 6 (2014): 515–20. http://dx.doi.org/10.3724/sp.j.1187.2013.00515.

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Stolarczyk, Łukasz, and Ewa Kardas-Cinal. "Selected methods of measuring longitudinal stresses in continuous welded rail track." WUT Journal of Transportation Engineering 121 (June 1, 2018): 373–80. http://dx.doi.org/10.5604/01.3001.0014.4619.

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High temperatures in the summer season lead to significant increase in compressive forces in railway rails. Significant stresses in rails caused by an increased temperature and dynamic loads from the rolling stock can reach values that can overcame the lateral resistance of the continuous welded rail (CWR) track. The result of overcoming the lateral resistance of the CWR track is the buckling phenomenon. The buckling of the track is a threat to railway traffic safety due to its sudden nature. The article presents various methods for measuring longitudinal forces in the CWR track, including the method using the Polish production extensometer. The use of this device for measurements of longitudinal forces has been accepted as optimal due to the ease of assembly, measurement accuracy and the ability to perform measurements without the need to stop trains. In the summary, the usefulness of the measurement method using the extensometer and its significance in the course of further research are evaluated.

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KATAOKA, Hiroo, Hideaki YANAGAWA, Yuichi IWASA, and Yuuki NISHINOMIYA. "Expansion of Application Range of Continuous Welded Rail Integrated with Turnout." Quarterly Report of RTRI 51, no. 2 (2010): 60–65. http://dx.doi.org/10.2219/rtriqr.51.60.

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Pucillo, Giovanni Pio. "Thermal buckling and post-buckling behaviour of continuous welded rail track." Vehicle System Dynamics 54, no. 12 (2016): 1785–807. http://dx.doi.org/10.1080/00423114.2016.1237665.

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Strauss, Alfred, Saeed Karimi, Martina Šomodíková, et al. "Monitoring based nonlinear system modeling of bridge–continuous welded rail interaction." Engineering Structures 155 (January 2018): 25–35. http://dx.doi.org/10.1016/j.engstruct.2017.10.053.

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Yao, Wenqing, Fuwei Sheng, Xiaoyuan Wei, Lei Zhang, and Yuan Yang. "Propagation characteristics of ultrasonic guided waves in continuously welded rail." Modern Physics Letters B 31, no. 19-21 (2017): 1740075. http://dx.doi.org/10.1142/s0217984917400759.

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Rail defects cause numerous railway accidents. Trains are derailed and serious consequences often occur. Compared to traditional bulk wave testing, ultrasonic guided waves (UGWs) can provide larger monitoring ranges and complete coverage of the waveguide cross-section. These advantages are of significant importance for the non-destructive testing (NDT) of the continuously welded rail, and the technique is therefore widely used in high-speed railways. UGWs in continuous welded rail (CWR) and their propagation characteristics have been discussed in this paper. Finite element methods (FEMs) were used to accomplish a vibration modal analysis, which is extended by a subsequent dispersion analysis. Wave structure features were illustrated by displacement profiles. It was concluded that guided waves have the ability to detect defects in the rail via choice of proper mode and frequency. Additionally, thermal conduction that is caused by temperature variation in the rail is added into modeling and simulation. The results indicated that unbalanced thermal distribution may lead to the attenuation of UGWs in the rail.

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Zaitseva, T. I., I. V. Blinova, and A. M. Uzdin. "Dynamics of Welded Rails Gap and Hardness of Rail Base." International Journal of Applied Mechanics and Engineering 25, no. 1 (2020): 236–42. http://dx.doi.org/10.2478/ijame-2020-0015.

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AbstractThe problem of gap estimation for a break of a continuous welded rail is studied. The track is represented as a semi-infinite rod on elastic-based damping. Static and dynamic solutions are obtained. It is shown that during the rail break, the dynamic factor does not exceed 1.5. We derive equations for thermal deformation of the welded rail of jointless track on an elastic foundation in the presence of the insert into the base with another characteristic stiffness. It is shown that the presence of the insertion of up to 20% of the length of the rail, with both large and small stiffness, has a little effect on the stress-strain state (SSS) of the track. The presence of a rigid insert may increase the clearance of an accidental break of the rail, which has a negative effect on traffic safety.

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Magued, Mohammed H. "Rail–structure interactions for short span railway and transit bridges." Canadian Journal of Civil Engineering 15, no. 2 (1988): 157–66. http://dx.doi.org/10.1139/l88-022.

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The longitudinal movement of a structure supporting continuously welded track relative to that track results in interactive forces (interactions) being induced in both the rails and the structure. The differential movement may arise from thermal effects, volume changes in the structure, substructure deformations, or other factors. These resulting interactions are the focus of this paper.A design tool allowing the estimation of the limiting values of these interactions is presented for use by track and structure designers.The presentation begins with a discussion of the thermal stresses and movements induced in at-grade tangent continuous welded rails (CWR). The interaction of CWR and the structure is then presented, followed by a brief overview of the behaviour of CWR with rail expansion joints. The work addresses tangent tracks and will adequately apply to curved tracks with large radii, say, in excess of 500 m. Adjustments for track curvature would be required for tighter radii. Key words: trackwork, continuous welded rail, bridges, thermal stresses, force interactions.

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Strauss, Alfred, Martina Šomodíková, David Lehký, Drahomír Novák, and Konrad Bergmeister. "NONLINEAR FINITE ELEMENT ANALYSIS OF CONTINUOUS WELDED RAIL–BRIDGE INTERACTION: MONITORING-BASED CALIBRATION." Journal of Civil Engineering and Management 24, no. 4 (2018): 344–54. http://dx.doi.org/10.3846/jcem.2018.3050.

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Continuous welded rail is of high interest to operators of railway infrastructure facilities because of the reduced maintenance work and better train driving dynamics it offers. However, the application of continuous welded rail, in particular associated with its interaction with the superstructures of e.g. bridges, requires special caution with regard to the rail stresses in the transition area between the structure and the free field. These stresses are not only influenced by thermal deformations of the bridges but also by the clamp systems between the rails and e.g. the bridge. In general, these connectors are represented by spring elements during modelling, which: (a) causes singularities in the stress distributions in the rails, and (b) cannot capture all the mechanical system changes occurring due to loading, thermal effects, etc. The target of this paper is to present an alternative way of modelling the connection between rails and bridge superstructure based on composite materials which can overcome the disadvantages of the spring model. In particular, a nonlinear model of the whole system was developed for ballasted and non-ballasted track. Special attention was paid to the calibration of rail–bridge interaction and boundary conditions using measured data and code specifications. The aim of this study was to use the results of in-situ measurements to analyse the admissible stress in rails due to their interaction with a bridge caused by temperature loading.

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Zakeri, Jabbar Ali, Saeid Mohammadzadeh, and Meraj Barati. "New Definition of Neutral Temperature in Continuous Welded Railway Track Curves." Periodica Polytechnica Civil Engineering 62, no. 1 (2017): 143–47. http://dx.doi.org/10.3311/ppci.8505.

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Changes in axial force for control and prevent track buckling are vital to know the natural temperature. Thermal neutral temperature actually refers to the railway tracks where there is no pressure and no traction, or in other words the axial force is zero in rails. In this paper, the new definition for variations in neutral and float temperatures in Continuous welded Rail (CWR) is proposed as a function of media temperature, lateral track stiffness (or lateral displacement of the track). The neutral temperature is selected with respect to minimum and maximum temperatures in the region where the railway installed. In this research, a case study with field tests has been used and computer modeling to prove this purport(idea) for a curve of radius 250 m with a length of about 145 m. In field test explained the relation between rail and media temperature and this item helps to modeling track to comprehend when lateral track resistance to be change, variation in neutral temperature how to change.

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An, Ran, Yan Yun Luo, and Li Lee. "Analysis of Relationship between Lateral Stability and Dynamic Characteristic of Continuous Welded Rail Track." Applied Mechanics and Materials 488-489 (January 2014): 1027–30. http://dx.doi.org/10.4028/www.scientific.net/amm.488-489.1027.

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The axial buckling threshold force of continuous welded rail (CWR) depends on lateral stability of railway track. The conventional CWR buckling models are based on track static parameters and behavior. In this paper, a dynamic finite element model for investigating the relationship between the rail nature frequencies and the critical buckling axial force of CWR track is presented. This model consists of rails, sleepers and foundation, and covers factors of interest such as track curvature, supporting distance between adjoining sleepers. With the new dynamic model, numerical computations and analyses are performed. The correlations among the critical axial force of rail, the lateral stability and the nature frequencies of CWR track are studied. The computational results of the new dynamic model show a great agreement with the field testing results.

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Xiao, Hong, Dongwei Yan, Guangpeng Liu, and Haoyu Wang. "Analysis on mechanical characteristics of welded joint with a new reinforced device in high-speed railway." Advances in Mechanical Engineering 12, no. 10 (2020): 168781402096720. http://dx.doi.org/10.1177/1687814020967204.

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High-speed railways adopt continuous welded rail to maintain the smoothness and continuity of the rail surface. However, the welded joint became one of the weakest parts. In order to clear the characteristics and mechanical properties of the new reinforced device, a dynamic three-dimensional vehicle-reinforced device-track coupling model is established. The mechanical characteristics of the track structure under high-speed train load were simulated and analyzed. After installing the new reinforced device, the dynamic response and service life of the track structure are obviously improved compared with the unreinforced rail. When the train speed is 300 km/h, the dynamic bending stress at the bottom of rail is reduced by 26.90%, the vertical and lateral acceleration of the rail are reduced by 42.78% and 21.56%, the vertical and lateral displacement of the rail are reduced by 6.36% and 8.67%, and the theoretical service life of the rail is greatly extended.

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